In-flight aircraft recovery system

ABSTRACT

An in-flight aircraft recovery system utilizing an inflatable wing of generally rectangular planform configuration stowed in a normally collapsed condition in a compartment located on the upper portion of the fuselage in the vicinity of the plane&#39;&#39;s center of gravity. Upon deployment, the compartment&#39;&#39;s cover is ejected and a first parawing type pilot chute lifts a container including the inflatable wing from the compartment and above the tail section of the aircraft. The first pilot chute is jettisoned along with the container after the suspension lines are fully extracted and a second pilot chute of a similar parawing configuration attached to the wing is deployed which positions the inflatable wing above the aircraft with the wing then being inflated by means of a turbine driven compressor mounted on the airfoil surface. The inflatable wing when inflated comprises a rectangular wing including control surfaces in the form of controlled flaps at the wing trailing edge. The wing is connected to the airplane by means of a plurality of suspension lines which are attached to respective rotatable reels. The reels are further controlled for providing selective unreeling and braking of the lines during wing deployment and for subsequently altering not only the angle of attack of the inflated wing, but also the flaps so that the inflated wing flys the aircraft to a predetermined destination either by means of remote pilot control or beacon ground control.

United States Patent [191 .Eilertson [451 Mar. 12, 1974 IN-FLIGHTAIRCRAFT RECOVERY SYSTEM [76] Inventor: Warren H. Eilertson, 3931LEnfant Dr., Fort Washington, Md. 20022 [22] Filed: May 14, 1973 [21]Appl. No.: 359,744

Primary Examiner-Trygve M. Blix Assistant Examiner-Gary L. AutonAttorney, Agent, or Firm-Brady, OBoyle & Gates [57] ABSTRACT Anin-flight aircraft recovery system utilizing an inflatable wing ofgenerally rectangular planform configuration stowed in a normallycollapsed condition in a compartment located on the upper portion of thefuselage in the vicinity of the planes, center of gravity. Upondeployment, the compartments cover is ejected and a first parawing typepilot chute lifts a container including the inflatable wing from thecompartment and above the tail section of the aircraft. The first pilotchute is jettisoned along with the container after the suspension linesare fully extracted and a second pilot chute of a similar parawingconfiguration attached to the wing is deployed which positions theinflatable wing above the aircraft with the wing then being inflated bymeans of a turbine driven compressor mounted on the airfoil surface. Theinflatable wing when inflated comprises a rectangular wing includingcontrol surfaces in the form of controlled flaps at the Wing trailingedge. The wing is connected to the airplane by means of a plurality ofsuspension lines which are attached to respective rotatable reels. Thereels are further controlled for providing selective unreeling andbraking of the lines during wing deployment and for subsequentlyaltering not only the angle of attack of the inflated wing, but also theflaps so that the inflated wing flys the aircraft to a predetermineddestination either by means of remote pilot control or beacon groundcontrol.

14 Claims, 20 Drawing Figures PATENTEBMAR 12 I974 SHEET 3 BF 6 FIG. IO

FIG. 8

FIG. 9

sl'rseisee PATENIED'HAR 1 2 I974 SHEET t 8F 6 IN-FLIGHT AIRCRAFTRECOVERY SYSTEM BACKGROUND OF THE INVENTION l. Field of the InventionThe present invention is directed generally to emergency systems forsafely landing disabled aircraft and more particularly to a systemutilizing an inflatable wing having control surfaces including meanswhereby both the wing and the control surfaces can be selectivelycontrolled for flying the wing with the disabled aircraft suspendedtherefrom to a predetermined landing site.

2. Description of the Prior Art Various systems are known by thoseskilled in the art for recovering disabled aircraft. For example, U.S.Pat. No. 3,622,108 issued to George A. Matthewson, discloses a parachuteand gas filled balloon which is deployed from a stowage compartment tosafely lower the aircraft to the ground under emergency conditions suchas may be caused by power failure during flight. Still earlier systemsincluded the deployment of supplemental wing surfaces. One configurationeven discloses an inflatable bag, part of which appears to include aportion of the wing. The latter teaching is taught in U.S. Pat. No.1,765,972, issued to K. Fechter. Additionally, the prior art is repletewith many types of flexible and inflatable wing structures, typicalexamples of which are disclosed in the following patents: U.S. Pat. No.3,521,836, A.D. Struble, Jr.; U.S. Pat. No. 3,481,569, J.C. Bell; U.S.Pat. No. 3,480,238, D.T. Barish; and U.S. Pat. No. 3,443,779, F.M.Rogallo, et al. While these systems apparently operate as intended, itis the object of the present invention to provide still a furtherimprovement over the various prior art systems presently known.

SUMMARY Briefly, the subject invention is directed to an improvedemergency recovery system for disabled aircraft comprising an inflatablerectangular wing having flap type control surfaces. The wing is stowedin a collapsed condition in a compartment in the aircraft. When anemergency condition presents itself such as when the aircraft becomesdisabled and incapable of flight to a safe landing site under its ownpower, the collapsed wing is deployed first by a first parawing pilotchute for removing the wing from the compartment and away from the tailsection of the aircraft. The first pilot chute is dropped and a turbinedriven compressor mounted on the wing inflates the wing, during whichtime a second parawing pilot chute orients the partially inflated wingin a proper attitude to provide a lifting airfoil even during inflation.The wing is attached to a plurality of suspension lines arranged insets. The sets of lines are fed from rotatable reels located at theaircraft for controlling not only the angle of attack of the wing, butthe control surfaces as well. A guidance and control unit controls thereels in response to flight control signals coupled thereto either fromthe pilot in or remote from the aircraft, or a remote ground station.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a perspective view of anaircraft having a drag chute deployed for decelerating the aircraft uponthe occurrence of an in-flight emergency situation requiring utilizationof the subject invention;

FIG. 2 is a perspective view of the aircraft further illustrating theinitial stage of deployment of an inflatable wing contained in a bagtype container stowed within the aircraft;

FIG. 3 is a perspective view of the aircraft during a later phase ofdeployment wherein the stowage container is removed by a first pilotchute;

FIG. 4 is a perspective view of the aircraft during yet a later phase ofdeployment wherein the inflatable wing begins to become inflated;

FIG. 5 is a perspective view of the aircraft during a still later phaseof deployment wherein the inflatable wing is partially inflated;

FIG. 6 is a perspective view of the aircraft with the rectangularinflatable wing fully inflated above the aircraft;

FIG. 7 is a partial side elevational view of the inflated wing includinga tandem gas turbine and rotary compressor combination located on theupper portion of the wing surface;

FIG. 8 is a partial front elevation view of the turbine compressorcombination;

FIG. 9 is a cross sectional view of a pressure relief valve incorporatedin the wing;

FIG. 10 is a side elevational view of the airfoil including catenarieshaving suspension lines attached thereto as well as the flap controllines;

FIG. 11 is a cross-sectional view of an illustrative suspension linereel assembly including the brake mechanism therefor for controlling thelines connected to the inflatable wing;

FIG. 12 is one end view of the reel assembly shown in FIG. 11;

FIG. 13 is the other end view of the reel assembly;

FIG. 14 is a partial cutaway view of the reel assembly and being furtherillustrative of the cable guide and one of the brake pressure plates;

FIG. 15 is a partial side elevational view of the aircraft, beingillustrative of the relationship of the inflatable wing and reelassembly in relation to the aircraft center of gravity;

FIG. 16 is a partial side elevational view illustrating the relationshipof the wing in connection with a second configuration of the reelassembly;

FIG. 17 is a diagram illustrative of the arrangement of the reels shownin FIG. 16;

FIGS. 18 and 19 are third and fourth embodiments of reel configurationswhich are adaptable for use in connection with the subject invention;and

FIG. 20 isan electrical block diagram of the control circuitry utilizedin connection with the subject invention.

DESCRIPTION OF THE PREFERRED EMBODIMENTS Referring now to the drawings,and more particularly to FIGS. 1 through 6, inclusive, there isdisclosed broadly the means contemplated for practicing the subjectinvention and its intended mode of operation. Reference numeral 25designates an aircraft such as a modern jet type airplane. Theconfiguration of this aircraft is not meant to be considered in alimiting sense, since it is meant to include any type of aircraftincluding helicopters, both engine and jet type aircraft, and evenpersonnel recovery and inclusive of private, commercial, and militaryequipment. For the sake of illustration, however, a commercial jet typeaircraft will be considered as being shown in the figures, it beingunderstood that suitable modifications would be readily known to thoseskilled in the art for use with military and private aircraft.

The aircraft includes a compartment 27 shown in FIG. 2 having a cover 29which is adapted to be blown off by suitable pyrotechnic means, notshown, when an emergency situation arises. The rear portion of theaircraft 25 includes a compartment, not shown, for the storage of a dragchute 31 which is deployed by suitable pyrotechnic means during theinitial phase of activating the recovery system. The drag chute 31 isadapted to slow the air speed of the aircraft 25 to a relatively safespeed, e.g. 150-200 knots for operation of the system since largelifting surfaces to which the subject invention pertains cannot toleratelarge shock forces with resulting dynamic pressures in the region of 100pounds per square foot or more. Furthermore, the drag chute 31 acts toprovide a stabilizing force in the event the aircraft 25 is out ofcontrol at the time that the recovery sequence is initiated.

After the aircraft 25 has slowed to the required deployment speed, thehatch cover 29 is blown off as shown in FIG. 2 and a first pilot chute33 in the form of a parawing or other lifting body is ejected from thecompartment 27. The pilot chute 33 is attached to a bag type container35 which houses an inflatable wing that is attached to a reel assemblyshown generally by reference numeral 37. A plurality of suspension linesgenerally designated by reference numeral 39 feed from the reel assembly37 and terminate at the inflatable wing. The pilot chute 33 isconfigured in a lifting configuration in order to provide lift for thecontainer 35 to clear the tail section 41 of the aircraft duringdeployment.

The suspension lines 39 are reeled off of the reel assembly 37 untilthey are fully extracted, during which controlled braking is effected,in order to eliminate high snatch forces from being built up. The pilotchute 33 then is used to pull the container 35 off from the collapsedinflatable wing 43 shown in FIG. 3 after pyrotechnic devices open thecontainer. Referring now to FIG. 4, a second pilot chute attached to theupper surface of the collapsed wing 43 is deployed, which pilot chute isalso of a parawing or some such lifting configuration which causes thecollapsed wing 43 to rise towards the vertical position. The collapsedwing 43 also includes a gas turbine-rotary compressor arrangement orother such inflating device shown generally by reference numeral 47which is simultaneously activated when the container 35 is removed, andwhich acts to inflate the collapsed wing 43. The turbine-compressor unit47 is located on the forward section of the upper surface of thecollapsed wing and is adapted to be situated intermediate its extendedspan.

Referring now to FIG. 5, the collapsed wing 43 comprises an airfoilstructure configured either in an Airmat or aircell wing design and isadapted to be inflated first in the center sections and then towards theouter sections by means of the second pilot chute 45, making use of thedrag force of the pilot chute. This is done by routing the suspensionlines 49 through rings 51 on the top of the wing and which are firmlyattached to the outermost rings 53. The drag force of the second pilotchute 45 and the suspension line arrangement thereby acts to restrainthe lateral spread of the wing 43 during inflation. As noted above, thesecond pilot chute 45 additionally acts to raise the wing toward thevertical during inflation; however, it should be pointed out that thecentermost portion of the wing 43 which becomes inflated immediatelyprovides a lifting effect even before the wing is fully inflated.Studies have indicated that an increase in altitude of several hundredfeet occurs when this deployment technique is used. This is asignificant advantage where utilization of the system is required nearthe ground either during take-off or landing since this is a major causeof loss of life and/or aircraft. The opening rate of the wing 43 is thusproportional to the drag force of the pilot chute 45 and the inflationspeed of the system. As the aircraft slows down the drag force on thepilot chute is reduced, allowing the wing to spread further. Areasonable time of inflation is in the order of 10-15 seconds with anadditional two second time interval for extraction from the aircraft.The second pilot chute is then separated from the wing using pyrotechnicdevice cutters or other devices.

FIG. 6 is illustrative of the wing 43 being fully inflated andconfigured preferably as but not limited to an air-foil of a rectangularplanform having an aspect ratio (AR) in the order of 3.0. Additionally,the wing includes three flap sections 55, 57 and 59 which togetherextend across the entire rear or trailing edge of the wing. The flaps55, 57 and 59 comprise roughly 20 percent of the chord length (width) ofthe wing 43. As will be explained subsequently, the wing 43 is adaptedto have its angle of attack varied, thereby providing lift modulation bymeans of actuation of certain suspension lines 39 by means of the reelassembly 37. One set of lines is connected to the flaps 55, 57 and 59 toprovide additional flight control so that not only steering, but also aflaring capability at touchdown is attained. The inflatable wingpossesses a lift capability at low drag levels which results inincreased ranging capability over existing parachute recovery systems.The inflation pressure is additionally controlled to allow for therequired wing loadings such as 20 pounds per square feet or more.

The planfonn area or size (S) of the wing is based upon the weight (W)of the aircraft in question, and the acceptable wing loading (L),providing the expression,

s= (W/L), m.

The wing span (B) can be expressed as:

and the wing chord (C) can be expressed as:

C B/AR With a wing configuration as disclosed, it can be shown that thelift to drag ration (L/D for an angle of attack a= 0 is in the order of10, reaching a maximum of 13 for an angle of attack of a= 4. Taking intoaccount the drag introduced by the suspension lines, the rangingcapability of the subject invention is still in the order of two tothree times the capability of current gliding parachute recovery systemswhich have a lift to drag ratio iii the order of 3.

While it is possible to inflate the wing 43 by means of pressurizedcontainers or bottles of a suitable gas, the present inventionpreferably utilizes a gas turbine driven rotary compressor, inasmuch asconsiderable weight would be required for gas bottles and the problem ofproviding additional make-up air is substantially increased.Accordingly, FIGS. 7 and 8 disclose a tandem turbine-compressorconfiguration which includes a rotary air compressor 61 having its inlet63 pointing forwardly to receive air as the wing 43 moves in the forwarddirection, and a self-contained gas driven turbine 65 located behind thecompressor 61 in order to reduce drag. The turbine 65 is oriented suchthat its inlet 67 faces the rear edge of the wing 43. A typical exampleof a turbine adapted for the instant use is a Garrett/Airesearch J F5100Jet Fuel Starter Gas Turbine, which produces 80shp for relatively shortperiods of time and weighs approximately 80 pounds. Its start up timeproviding maximum inflation is on the order of 5.0 seconds, and caneasily be modified to provide a to minute operating time required forsystem operation. The turbine is adapted to drive the compressor 61 forexample by a connection link shown schematically by reference number 69which could be in the form of a chain drive connecting respectiveshafts, and the impeller 71 of the compressor receives the incoming airat the inlet 63 and forces it into the wings interior by means of theconduit 73.

The gas turbine 65 includes a fuel tank 75 in the rear portion thereof,as well as an electrical generator 77 and starter 79 coupled to theturbine shaft 80 by a gear arrangement. Both the generator 77 andstarter 79 are electrically coupled back to guidance and controlcircuitry shown in FIG. 20 by means of an electric cable 81. The starter79 is adapted to receive an initiation signal upon wing deployment foractivating the gas tur bine while the generator 77 feeds electricalpower back to the electrical circuitry in order to selectively power thereel assembly 37. Although the turbine-compressor combination 47 couldbe mounted elsewhere on the wing 43, it is shown preferably located onthe top of the wing near the leading edge. The hot exhaust gases fromthe gas turbine is deflected upward away from the wing surface by meansof an exhaust conduit 83 contained in a rigid exhaust fairing 85.

Inasmuch as the compressor 61 is driven continuously, once the wing 43is inflated, it becomes desirable to include one or more spring biasedrelief valves 87 located in the lower surface of the wing 43 as shown inFIG. 9. Such a relief valve is adapted to open at a predetenninedpressure, such as 4psi, thereby acting to maintain the internal pressureof the wing at a substantial constant value after inflation. Forinflation pressure in the order of 4psi, an inflation time in the orderof 10 seconds is realizable.

Referring now to FIG. 10, there is disclosed the manner in which theplurality of suspension lines 39 coming from the reel assembly 37 areattached to the underside of the wing 43. It is by means of a catenary88, the suspension lines 39 comprise four sets of lines 39 39 the middleportion of the underside of the wing 43 by means of the catenary section91 while the third set of lines 39,; is attached to the rear portion ofthe wing by means of the catenary section 93. The catenary sections areadapted to provide sufficient area aft of the wings center of pressureto provide directional stability in gliding flight. When desirable, thecatenary areas can be increased at the wing tip to provide additionallift by means of the end plating effect. The final set of suspensionlines 39 comprise three or more lines which respectively connect to therear control flaps 55, 57 and 59.

The four sets of suspension lines 39 39 39,; and 39 are adapted to feedto and from the reel assembly 37 an illustrative example of which isshown in detail in FIG. 11. The assembly as shown is comprised of eightreels 95, 97, 107 and 109 coaxially mounted side by side, beingindependently rotatable by means of concentric shafts which areindividually driven. Assume for the sake of illustration that the threesets of suspension lines 39 39 and 39,, include eleven lines each, whilethe set of suspension lines 39 are comprised of three lines amounting toa total of 36 lines. The first three smaller reels 95, 97 and 99 containthe three flap control suspension lines 39 respectively. Adjacent to thereel 99 is a first larger reel 101 which is adapted to contain six ofthe front suspension lines 39,, while a second larger reel 103 adjacentthe reel 101 is utilized for six of the middle suspension lines 39 Thelargest reel 105 is adapted to contain all eleven of the rear suspensionlines 39 The two outer reels 107 and 109 include the remaining fivemiddle lines 39 and the remaining five front suspension lines 39respectively. Each of the reels 101 109 containing multiple linesinclude spacers 111 to keep the respective lines separated from oneanother. Additionally, one or more cable guides 113 span the reels andinclude a plurality of passages 115, one for each of the respectivelines 39. Each of the reels 95, 97, 109 are attached to a respectivedrive shaft of a plurality of concentric shafts designated by referencenumeral 1 17. Each of the shafts has a gear 119 attached to one endthereof which meshes with a respective second gear 121 which is adaptedto be rotated! by a separate motor 123. The motor 123 may be any type ofmotor means which is adapted to be externally controlled for selectiverotation.

Referring now briefly to FIG. 12, eight drive motors 123 are arranged incircular fashion on an end plate 125 for driving a respective reel 95109 through its respective gear end shaft combination. The motors 123may be, for example, electric motors of the selsyn type which is adaptedto be operated from electrical signals remotely applied thereto fromexternal circuits so that each of the reels can be individually rotatedin one direction or another, depending upon the flying maneuver requiredof the wing 43, since by selective reeling of the four sets ofsuspension lines 39 39 39,; and 39 it becomes possible to change theangle of attack of the wing 43 and/or cause the flaps 55, 57, and 59 tobe deflected downwardly.

The reels 95, 97, 107 and 109 are simultaneously braked duringextraction of the respective lines to prevent high snatch or shockforces from being exerted on the wing 43 as it deploys. The brakingforce is provided in the configuration shown in FIG. 11 by means of apair of pressure plates 127 and 129 located at opposite ends of the reelarrangement. Brake lining pads 131 are affixed to the outer surfaces ofeach of the reels 95 109 and stationary braking plates 133 are locatedbetween adjacent reels. Whereas one end pressure plate 127 is fixed, theopposite pressure plate 129 is slidably mounted on the center shaft 135.An axle rod 137 extends through the innermost shaft 135 and is coupledat one end to the pressure plate 129 by means of a linkage 139 whichincludes a pivot 141. The opposite end of the axle rod 137 is coupled tothe shaft 143 of an electrical solenoid 145 by means of the linkage 147which includes a pivot 149. Thus when braking of the reels is desired,the solenoid 145 is electrically actuated, forcing the solenoid shaft143 outwardly as shown in FIG. 12. This motion is coupled to the axle137 through the linkage 147. The urging of the pressure plate 129inwardly causes frictional force to be built up in the brake lining pads131, causing the desired braking. Although FIG. 11 shows but one linkage139 coupling the pressure plate 129, reference to FIG. 13 illustratesthree identical linkages 139 being connected to the axle rod 137. Thelatter provides a more uniform braking force being applied to the plate129.

FIGS. 12, 13 and 14 additionally disclose three suspension line guides113, 114 and 116 for providing a balanced feed from the reels so thatfor example lines 39, feed through guide 113, the middle set ofsuspension lines 39 M feed through guide 114, while the rear suspensionlines 39,, and the flap lines 39 feed through the guide 116. Moreover,the guides 113, 114 and 116 are pivotally attached to the end plates 125and 126 shown in FIG. 11, by means of the respective bracket members151, 153 and 155.

FIG. 14 is disclosed for the purpose of illustrating an end view of thebraking plate 127 which is coupled to the opposite braking plate 129,not shown, by means of the support rods 157 and 159. The stationarybraking plates 133 shown in FIG. 11 are also mounted on the support rods157 and 159. Additionally, cross sections of the line guides 113, 114,and 116 are shown for purposes of illustrating the curved surfacesinteriorally thereof for the passage of the respective suspension lines.

Referring now to FIG. 15, it is the purpose of this illustration to notethat the position of the single axis reel configuration 37 shown indetail in FIGS. 12 through 15, is located in the compartment 27, whichis selectively positioned relative to the aircrafts center of gravity161 such that when the wing 43 is deployed and inflated, its center ofpressure 163 is substantially in line with the aircraft's center ofgravity 161. Where the aircrafts storage compartment 27 is limited inthe lateral dimension, or where the center of gravity shift of theaircraft is large, such as when a large amount of fuel is consumed orother dynamic weight distribution takes place, tandem arrangements maybe resorted to such as shown in FIGS. 16 through 19. FIGS. 16 and 17illustrate one embodiment of a tandem configuration wherein a first reel165 is adapted to contain all of the front lines 39 a second reel 167contains all of the middle support lines 39 and a third reel 169contains all of the rear lines 39 On the same axis with the reel 169 arethree smaller reels 171, 173 and 175 which respectively contain thethree flap control lines 39 Moreover, when desirable, the entireconfiguration of reels may be adapted to move in unison forwardly orrearwardly in order to adjust for any center of gravity change of theaircraft. FIG. 18 merely puts reels and 167 on a common shaft whileredistributing the reels 169, 171, 173 and on common shaft behind theother shaft. FIG. 19 is adapted to illustrate a further modification ofthe reel arrangement wherein the three reels for the flap lines 39, areon a common shaft but with the reel 169 for the rear suspension lines 39occupying a separate shaft as do the reels 165 and 167. What isnt shownand described is the resultant modification of the control motors andthe braking arrangements for the reels; however, it is submitted thatsuch modifications are well within the scope of those skilled in theart.

What has been shown and described thus far is an illustrative embodimentof the mechanical details of the subject invention. Now attention isdirected to FIG. 20 which discloses in block diagrammatic form thecontrol circuitry utilized for deploying the inflatable wing 43 andproviding guidance signals for remotely controlling the wing in flightin order to deliver the aircraft 25 to a predetermined site includingtouchdown or landing of the aircraft. Considering first the deploymentcircuit, in the event that the aircraft encounters an emergencysituation where it becomes disabled and incapable of sustained flight onits own, the pilot either manually or by some other means actuates adeployment switch 177. This switch 177 couples to means 179 which firessuitable pyrotechnics for deploying the drag chute 31 shown in FIG. 1.Suitable speed sensing means 181 is interlocked with the drag chutedeployment circuitry 179 which senses the safe speed for the deploymentof the wing 43. When such speed is attained, circuit means 183 receivesa signal from means 181 activating suitable pyrotechnics or other meansfor blowing off the hatch cover 29 shown in FIG. 2. Next means 185 isactivated to release the combined first pilot chute 33 and the wingcontainer 35 shown in FIGS. 2 and 3. Following the release of the firstpilot chute 33, circuit means 187 adapted to activate the solenoid 145shown in FIG. 12 is operated for providing the necessary braking actionof the unreeling of the lines 39. Following this a signal is applied toa circuit 189 which activates the switch 79 shown in FIG. 7 via cable 81which starts the gas turbine for inflating the wing. Following partialwing inflation, circuit means 191 activates suitable pyrotechnics orother means for releasing the drag chute 31.

After the inflatable wing 43 has been deployed and fully inflated,in-flight guidance and control circuitry further shown in FIG. 20 islocated in the aircraft compartment 27 e.g. under the reel assembly. Theguidance and control circuitry is adapted to receive flight controlsignals either from a remote beacon located at a desirable landing sitefor the disabled aircraft, or may comprise pilot operated controlsignals. Where for example the disabled aircraft comprises a militarytype aircraft wherein the pilot elects not to eject from the cockpit inthe event of aircraft disability or the aircraft comprises commercialequipment, he would have a suitable transmitting device located locallyfor controlling the wing 43 through the reels.

The circuitry shown in FIG. 20 includes a pair of antennas 193 and 195as well as a pair of respective receivers 197 and 199. Such a dualantenna receiver configuration is typical of a beacon flight directionalcontrol or VOR system. Secondly, onboard flight control interconnectcircuitry 201 is adapted to receive control signals from the pilotcockpit or flight deck which might be required for commercial aircraftand the like where passengers are involved. A logic circuitry 203 nextnotes which type of control signals are being supplied. Consideringfirst that it is desirable in a first operating mode to home in on abeacon circuitry 205 detects the maximum signal strength of the nearestbeacon whereupon circuitry 207 and 209 determines direction and range ofthe beacon. This information is coupled next to computer circuitry 211and 213 which computes the required lift to drag (L/D) ratio of the wing43 in order to fly to the range indicated for the nearest beacon. Thisinformation is fed into circuitry 215 for controlling selective motorsfor the reels 101, 103, 105, 107 and 109 thereby changing the angle ofattack of the wing 43. The heading control circuitry 213 feeds intocircuitry 217 which is adapted to control the reels 95, 97 and 99 forcontrolling flaps and thereby provide a heading control of the wing 43.Additionally, when desirable, the logic circuitry 203 may feed intocircuitry 219 which determines the relative position of the aircraft andwings center of gravity. The information generated by circuitry 219feeds into controller circuitry 221 which is adapted to provide furthercontrol of the reel motors to shift the position of the wing 43 inaccordance with the change in the center of gravity of the aircraft. Analtimeter 223 and the range determining circuitry 209 feeds into sensorcircuitry which provides information to a circuit 227 which effectsinitiation of a flareout procedure by feeding suitable signals throughthe angle of attack control at 215 and the flap controller 217. Thecircuitry 227 also feeds into a wing release circuit 229 which upontouchdown initiates suitable pyrotechnics or other means for releasingthe cables from the drums.

In the event that pilot control is desired, control signals aretransmitted to the logic circuitry 203 which then couples these signalsto the angle of attack control circuitry 215, the flap control circuitry217, and the wing release circuitry 229 whereby suitable control by thepilot can be maintained.

As the disabled aircraft approaches either the beacon or the landingsite chosen by the pilot, the wind speed and direction is noted and theheading is corrected to allow a landing into the wind. The range andaltitude sensor 225 notes the required altitude for the flare maneuverjust prior to touchdown whereupon the flap controller circuitry 217 isstarted by the flare initiation circuitry 227. The flaps 55, 57 and 59are deployed and the angle of attack controller changes the wing toprovide maximum lift at touchdown.

What has been shown and described, therefore, is an improved in-flightaircraft recovery system utilizing an inflatable wing canopy withsuspension lines attached to a plurality of reels having selectivecontrol and braking for varyingthe inflated wings angle of attack forcontrolling range and a flared landing maneuver. Flaps are also includedin the inflatable wing with respective reels and suspension linesattached thereto for providing not only additional flight control, butalso aiding the flared landing maneuver. Guidance and control means arealso included for operating the reels so that the disabled aircraft canbe flown to a predetermined destination.

What is claimed is:

1. An in-flight recovery system, for disabled aircraft and/or personnel,comprising in combination:

speed reduction means selectively operable to stabilize and slow the airspeed in the event of an emergency condition;

an inflatable structure having an airfoil cross-section including flightcontrol surfaces and a container therefor stored in a normally deflatedcondition in said aircraft;

a first pilot parachute attached to said container;

means responsive to flight speed, becoming operable after apredetermined speed reduction of said aircraft to eject said containerand said first pilot parachute from said aircraft, said pilot parachutethen acting to lift said container above the aircraft away from anyobstruction thereon and pulling container off said deflated airfoil;

inflation means integral with said airfoil structure and including meansfor being rendered operative after said container is removed;

a second pilot parachute attached to said airfoil structure and becomingdeployed after said container is removed for orienting said airfoilstructure to provide lift substantially immediately during inflation andfurther aiding proper inflation of the structure so that the centermostsection inflates prior to the outermost sections whereby an immediatealtitude increase results for providing addi tional clearance foremergencies occurring near the ground;

a plurality of suspension lines attached to the underside of saidairfoilstructure and said control surfaces;

a plurality of rotatable reels mounted on said aircraft, being attachedto said suspension lines and having controlled braking means, saidbraking means being adapted to control the unreeling of the suspensionlines during deployment to prevent unusually high snatch forces frombeing exerted on said suspension lines;

respective driver means coupled to said plurality of rotatable reels,being operable thereby to control the angle of attack of said airfoiland selective operation of said control surfaces; and

flight control means coupled to said individual reel driver means toselectively control the angle of attack of said airfoil structure andoperate said control surfaces for steering said airfoil structure to apredetermined destination and performing a flareout and landing maneuverthereby.

2. The system as defined by claim 1 wherein said inflatable airfoilstructure comprises a wing having a rectangular planforrn and saidcontrol surfaces comprises deflectable flap means arranged along thetrailing edge of said wing.

3. The system as defined by claim 2 wherein said plurality of suspensionlines include three sets of lines respectively attached to the forward,middle and rear portions of said wing.

4. The system as defined by claim 3 and wherein said flap meanscomprises three flap members arranged substantially across the entiretrailing edge of said wing and wherein said plurality of suspensionlines includes at least one individual suspension line attached to eachflap member.

5. The system as defined by claim 4 wherein said first and second pilotparachute comprise lifting type parachutes.

6. The system as defined by claim 5 wherein said lifting type parachutesare comprised of parawing parachutes.

7. The system as defined in claim 6 wherein said aircraft speedreduction means comprises a drag parachute located in the rear sectionof said aircraft and being deployable upon command.

8. The system as defined in claim 7 wherein said inflation meanscomprises a gas turbine and a rotary air compressor coupled to anddriven by said turbine and having a compressed air output conduitcoupled to the interior of said wing, said turbine being energized uponcommand to inflate said wing.

9. The system as defined by claim 8 and additionally includingelectrical generator means coupled to said turbine for powering saidflight control means.

10. The system as defined by claim 8, and wherein said wing additionallyincludes pressure relief valve means for maintaining the internalpressure of said wing at a predetermined value upon inflation, andwherein said turbine is operable for a predetermined time afterinflation to insure continued pressurization of said wing for a timesufficient to land said disabled aircraft at its predetermined location.

11. The system as defined by claim 4 wherein said plurality of rotatablereels are mounted within a housing located on the upper portion of saidaircraft in the vicinity of its center of gravity.

12. The system as defined by claim 11 wherein a plurality of saidrotatable reels are mounted on respective concentric shafts having acommon central axis and wherein said braking means includes pressureplates at either end of said plurality of rotatable reels and whereinsaid pressure plates and said rotatable reels include braking surfaceswhich frictionally engage one another upon a compression force beingapplied to at least one of said plates.

13. The system as defined by claim 11 wherein selected reels of saidplurality are located on a common axis of rotation and at least one reelof said plurality is located on another axis rotation substantiallyparallel to said common axis.

14. The system as defined by claim 1 and additionally including catenarymeans formed on the underside of the airfoil structure and whereinselected suspension lines of said plurality of suspension lines areconnected to said catenary means.

1. An in-flight recovery system, for disabled aircraft and/or personnel,comprising in combination: speed reduction means selectively operable tostabilize and slow the air speed in the event of an emergency condition;an inflatable structure having an airfoil cross-section including flightcontrol surfaces and a container therefor stored in a normally deflatedcondition in said aircraft; a first pilot parachute attached to saidcontainer; means responsive to flight speed, becoming operable after apredetermined speed reduction of said aircraft to eject said containerand said first pilot parachute from said aircraft, said pilot parachutethen acting to lift said container above the aircraft away from anyobstruction thereon and pulling container off said deflated airfoil;inflation means integral with said airfoil structure and including meansfor being rendered operative after said container is removed; a secondpilot parachute attached to said airfoil structure and becoming deployedafter said container is removed for orienting said airfoil structure toprovide lift substantially immediately during inflation and furtheraiding proper inflation of the structure so that the centermost sectioninflates prior to the outermost sections whereby an immediate altitudeincrease results for providing additional clearance for emergenciesoccurring near the ground; a plurality of suspension lines attached tothe underside of said airfoil structure and said control surfaces; aplurality of rotatable reels mounted on said aircraft, being attached tosaid suspension lines and having controlled braking means, said brakingmeans being adapted to control the unreeling of the suspension linesduring deployment to prevent unusually high snatch forces from beingexerted on said suspension lines; respective driver means coupled tosaid plurality of rotatable reels, being operable thereby to control theangle of attack of said airfoil and selective operation of said controlsurfaces; and flight control means coupled to said individual reeldriver means to selectively control the angle of attack of said airfoilstructure and operate said control surfaces for steering said airfoilstructure to a predetermined destination and performing a flareout andlanding maneuver thereby.
 2. The system as defined by claim 1 whereinsaid inflatable airfoil structure comprises a wing having a rectangularplanform and said control surfaces comprises deflectable flap meansarranged along the trailing edge of said wing.
 3. The system as definedby claim 2 wherein said plurality of suspension lines include three setsof lines respectively attached to the forward, middle and rear portionsof said wing.
 4. The system as defined by claim 3 and wherein said flapmeans comprises three flap members arranged substantially across theentire trailing edge of said wing and wherein said plurality ofsuspension lines includes at leAst one individual suspension lineattached to each flap member.
 5. The system as defined by claim 4wherein said first and second pilot parachute comprise lifting typeparachutes.
 6. The system as defined by claim 5 wherein said liftingtype parachutes are comprised of parawing parachutes.
 7. The system asdefined in claim 6 wherein said aircraft speed reduction means comprisesa drag parachute located in the rear section of said aircraft and beingdeployable upon command.
 8. The system as defined in claim 7 whereinsaid inflation means comprises a gas turbine and a rotary air compressorcoupled to and driven by said turbine and having a compressed air outputconduit coupled to the interior of said wing, said turbine beingenergized upon command to inflate said wing.
 9. The system as defined byclaim 8 and additionally including electrical generator means coupled tosaid turbine for powering said flight control means.
 10. The system asdefined by claim 8, and wherein said wing additionally includes pressurerelief valve means for maintaining the internal pressure of said wing ata predetermined value upon inflation, and wherein said turbine isoperable for a predetermined time after inflation to insure continuedpressurization of said wing for a time sufficient to land said disabledaircraft at its predetermined location.
 11. The system as defined byclaim 4 wherein said plurality of rotatable reels are mounted within ahousing located on the upper portion of said aircraft in the vicinity ofits center of gravity.
 12. The system as defined by claim 11 wherein aplurality of said rotatable reels are mounted on respective concentricshafts having a common central axis and wherein said braking meansincludes pressure plates at either end of said plurality of rotatablereels and wherein said pressure plates and said rotatable reels includebraking surfaces which frictionally engage one another upon acompression force being applied to at least one of said plates.
 13. Thesystem as defined by claim 11 wherein selected reels of said pluralityare located on a common axis of rotation and at least one reel of saidplurality is located on another axis rotation substantially parallel tosaid common axis.
 14. The system as defined by claim 1 and additionallyincluding catenary means formed on the underside of the airfoilstructure and wherein selected suspension lines of said plurality ofsuspension lines are connected to said catenary means.